Barrier device with foam interior

ABSTRACT

A barrier device comprises a top wall, a bottom wall, opposed end walls and opposed side walls interconnected to form a hollow interior in which the inner surface of each wall is covered with a layer of foam material and then the remainder of the hollow interior is filled with a ballast material such as water, sand, rubber, concrete and the like. Alternatively, the entire hollow interior is filled with foam.

FIELD OF THE INVENTION

[0001] This invention relates to barrier devices for vehicular andvessel traffic control, soil erosion containment, impact attenuation andthe like which can be interconnected with one another to define abarrier wall structure and/or connected in various combinations to formenergy-absorbing cells, and, more particularly, to barrier devicesformed of a light weight plastic having a hollow interior whose innersurface is covered with a foam layer and then filled with a ballastmaterial such as water, sand, concrete, rubber and the like, or whoseentire hollow interior is partially or completely foam-filled.

BACKGROUND OF THE INVENTION

[0002] A variety of different devices have been developed for absorbingthe kinetic energy of impact of colliding automobiles, and for thecontainment of forces exerted by soil or water. Highway barrier devices,for example, are intended to provide a continuous wall or barrier alongthe center line of a highway when laid end-to-end to absorb grazingblows from moving vehicles. One commonly used highway barrier is formedof pre-cast reinforced concrete, and is known as the “New Jersey” stylebarrier. Highway barriers of this type have a relatively wide baseincluding side walls which extend vertically upwardly from the pavementa short distance, then angle inwardly and upwardly to a verticallyextending top portion connected to the top wall of the barrier. Thisdesign is intended to contact and redirect the wheels of a vehicle in adirection toward the lane of traffic in which the vehicle was originallytraveling, instead of the lane of opposing traffic. See U.S. Pat. No.4,059,362.

[0003] One problem with highway barriers of the type described above isthe high weight of reinforced concrete. A barrier having a typicallength of twelve feet weighs about 2,800-3,200 pounds and requiresspecial equipment to load, unload and handle on site. It has beenestimated that for some road repairs, up to 40 percent of the total costis expended on acquiring, delivering and handling concrete barriers.Additionally, concrete barriers have little or no ability to absorbshock upon impact, and have a high friction factor. This increases thedamage to vehicles which collide with such barriers, and can lead toserious injuries to passengers of the vehicle.

[0004] In an effort to reduce weight, facilitate handling and shipment,and provide improved absorption of impact forces, highway barriers havebeen designed which are formed of a hollow plastic container filled withwater, sand or other ballast material such as disclosed in U.S. Pat.Nos. 4,681,302; 4,773,629; 4,846,306, 5,123,773 and 5,882,140. Forexample, the '302 patent discloses a barrier comprising a containerhaving a top wall, bottom wall, opposed side walls and opposed end wallsinterconnected to form a hollow interior which is filled with water, andhaving fittings for coupling one barrier to another to form a continuouswall. The container structure is formed of a resilient material which isdeformable upon impact and capable of resuming its original shape afterbeing struck. Longitudinally extending, spaced traction spoiler channelsare said to reduce the area of potential impact and thus the tendency ofthe vehicle to climb the walls of the barrier and vault over it into theopposing lane of traffic.

[0005] The '629, '306, '773 and '140 patents noted above were inventedby the present inventor and represent further advances in deformablehighway barrier designs. The first two patents disclose barriers whichcomprise a longitudinally extending container made of semi-rigid plasticwhich is self-supporting, and has a predetermined shape which ismaintained when filled with water, sand or other ballast material. Suchdevices are connected end-to-end by a key insertable within groovesformed in the end walls of adjacent barriers. Interconnected fillopenings are provided which permit adjacent barriers to be filled withwater or the like when laid end-to-end.

[0006] The '773 and '140 patents disclose further improvements inbarrier devices including side walls formed with higher curb reveals, ahorizontally extending step and vertical indentations in order to assistin maintaining the structural integrity of the container, and to createinternal baffles for dampening movement of water or other fluid withinthe container interior. Interlocking male and female coupling elementsare formed on opposite end walls of the barrier to facilitate end-to-endconnection thereof. Additionally, such barriers are formed with channelsor openings to permit the insertion of the tines of a fork lift trucktherein for easy handling of the barriers.

[0007] Despite the improvements in highway barrier designs noted above,some deficiencies nevertheless remain. One problem has been with leakageof ballast material from the barrier interior. It has been found thatthe process for molding plastic barriers is relatively difficult anddefects can occur in the walls and in the joints between adjacent walls.Additionally, the plastic barriers can be relatively easily punctured onthe job site by fork lift trucks or other equipment. In practice, themost common ballast material used to fill the barriers is water, anddefects such as noted above cause leakage resulting, over time, in thecomplete drainage of water from the barrier. Conventionally, thebarriers are connected end-to-end to form a barrier wall, and are thenfilled with water. It is time consuming and inefficient to replace aleaking barrier along the length of the barrier wall, and repairs toindividual barriers are inconvenient and expensive.

SUMMARY OF THE INVENTION

[0008] It is therefore among the objectives of this invention to providea barrier device for use as a highway barrier or other energy absorbingstructure which is easily transported and handled, which resists leakageof ballast material and which is capable of being interconnected to forma barrier wall which will float in water.

[0009] These objectives are accomplished in a barrier device comprisinga top wall, a bottom wall, opposed end walls, and, opposed side wallsinterconnected to form a hollow interior. The inner surface of each wallis covered with a layer of foam material and then the remainder of thehollow interior receives a ballast material such as water, sand, rubber,concrete and the like. Alternatively, the entire hollow interior isfilled with foam.

[0010] In one presently preferred embodiment of this invention, arotational molding process is employed to combine crosslinkable highdensity polyethylene material with polyethylene foaming pellets to formthe barrier device noted above with walls having an interior surfacecovered with a layer of foam. The plastic, polyethylene walls have athickness on the order of about 0.25 inches, and the foam layer is inthe range of 0.5 to 6 inches in thickness depending upon the amount offoaming pellets used. Fill holes are formed in the top wall of thebarrier so that water, sand or other ballast material can be introducedinto the hollow interior and into contact with the foam layer.

[0011] Unlike prior barrier devices formed with plastic walls, thebarrier of this invention is highly resistant to leakage of ballastmaterial from its hollow interior due to the presence of the foam layer.Even if cracks or other openings develop in the plastic walls or jointsof the barrier, the foam layer is effective to seal these irregularitiesand prevent leakage of the ballast material. Additionally, the barrierdevices with the foam layer of this invention are resistant to punctureby fork lift tines or other equipment employed in their installation ortransport.

[0012] In an alternative embodiment, the entire hollow interior of thebarrier is filled with foam material. Preferably, a liquid material isintroduced into the hollow interior through one or more of the fillholes, and then cures to form a foam which encompasses all or a portionof the entire volume of barrier interior. It has been found that barrierdevices filled with foam can be interconnected end-to-end to form abarrier wall which readily floats in water. These floating barrier wallscan be used in various naval applications to encircle ships or otherassets, or to segregate areas within a port or dock area as desired.

DESCRIPTION OF THE DRAWINGS

[0013] The structure, operation and advantages of the presentlypreferred embodiment of this invention will become further apparent uponconsideration of the following description, taken in conjunction withthe accompanying drawings, wherein:

[0014]FIG. 1 is a perspective view of the barrier of this invention;

[0015]FIG. 2 is a plan view of the barrier depicted in FIG. 1, with asecond barrier shown in phantom at one end;

[0016]FIG. 3 is a side view of the barrier of FIG. 1;

[0017]FIG. 4 is a perspective view of two barriers connected end-to-end;

[0018]FIG. 5 is a cross sectional view of the barrier shown in FIG. 1depicting the foam layer along the walls within the barrier interior;

[0019]FIG. 6 is a cross sectional view of an alternative embodiment ofthe barrier device illustrated in FIG. 1, showing the first step infilling the hollow interior of the barrier entirely with a foammaterial;

[0020]FIG. 7 is a view similar to FIG. 6 wherein the liquid material hasbegun to cure and form a foam; and

[0021]FIG. 8 is a view similar to FIG. 7 except with the foam fullycured.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0022] Referring initially to FIGS. 1-4, the barrier device 10 of thisinvention comprises a top wall 12, a bottom wall 14, opposed end walls16, 18, and, opposed side walls 20, 22 which are interconnected tocollectively define a hollow interior 24. In the presently preferredembodiment, each of the walls 12-22 are formed of a semi-rigid plasticmaterial chosen from the group consisting of low density polyethylene,acrylonitrile or butadiene styrene, high impact styrene, polycarbonatesand the like. These plastic materials are all inherently tough andexhibit good energy absorption characteristics. They will also deformand elongate, but will not fail in a brittle manner at energy inputswhich cause other materials to undergo brittle failure. The surfaces ofthese types of plastic materials are inherently smoother than materialsfrom which other barriers are typically constructed, therefore creatingless friction and reducing the likelihood of serious abrasion injuriesto vehicles and/or passengers who may come into contact therewith.Additionally, materials of this type are unaffected by weather and haveexcellent basic resistance to weathering, leaching and biodegradation.Additives such as ultraviolet inhibitors can be added thereto, makingsuch materials further resistant to the effects of weather. They alsoretain their mechanical and chemical properties at low ambienttemperatures.

[0023] When using the barrier device 10 of this invention as a highwaybarrier, the hollow interior 24 is preferably filled with a “ballast”material such as water or other liquid, or a flowable solid materialsuch as sand, concrete and the like. For this purpose, the walls 12-22of barrier device 10 have a thickness in the range of about one-eighthinch to one inch so as to perform satisfactorily in service. The barrierdevice 10 is preferably in the range of about six to eight feet inlength, and, at the wall thickness noted above, has a weight when emptyof about 80 to 140 lbs. When filled with a liquid such as water, theoverall weight of the barrier is in the range of about 1400 to 2200 lbs.Flowable solid material such as sand and the like increase the weight ofbarrier 10 further.

[0024] For ease of understanding and discussion of the principal aspectsof this invention, the various structural elements of the barrier device10 are described below in relation to their collective performance of aparticular function of the barrier 10. These functions include theability of the barrier 10 to better redirect and control the uppermovement of a vehicle upon impact therewith, the ability to resistlateral separation of adjacent barriers 10 when they are joinedend-to-end to form an essentially continuous wall, the ability to resistleakage of the ballast material from the hollow interior of the barrier,and, the ability to float in water.

[0025] Control of Vehicle Movement

[0026] The control of vehicle movement upon impact with the barrierdevice 10 of this invention is achieved primarily by the material withwhich the barrier 10 is constructed, and the configuration of its sidewalls 20 and 22. Because both side walls 20, 22 are identical inconfiguration, only side wall 20 is described in detail herein, it beingunderstood that the side wall 22 is formed with the identical structureand functions in the same manner.

[0027] The side wall 20 includes a substantially vertically extendingcurb reveal 26 which extends from the bottom wall 14 to a horizontallyextending ledge or step 28 best shown in FIG. 1. Preferably, the curbreveal 26 has a vertical height of nine inches, measured from the bottomwall 14 upwardly, which is at least two inches greater than the curbreveals of other highway barrier devices, such as disclosed, forexample, in my prior U.S. Pat. No. 5,123,773. The horizontal extent ofthe step 28 is preferably on the order of about 1½ inches measured inthe direction from the outer edge of curb reveal 26 toward the hollowinterior 24 of barrier device 10.

[0028] Extending upwardly at an acute angle from the step 28 is anintermediate section 30 which terminates at a vertically extending uppersection 32. The upper section 32, in turn, extends from the intermediatesection 30 to the top wall 12 of barrier 10 which is formed with a pairof fill holes 33 preferably having a diameter in the range of about 3-4inches. In the presently preferred embodiment, a number of stabilizers34 are integrally formed in the intermediate section 30, at regularlyspaced intervals between the end walls 16, 18. Each stabilizer 34includes a base 36 and opposed sides 38 and 40. As best seen in FIG. 1,the base 36 of each stabilizer 34 is coplanar with the step 28 and issupported by an internally located support 42 shown in phantom lines inFIG. 3. The sides 38, 40 of each stabilizer 34 taper inwardly, towardone another, from the base 36 to a point substantially coincident withthe uppermost edge of intermediate section 30 where the upper section 32of side wall 20 begins. In the presently preferred embodiment, a throughbore 44 extends from the base 36 of one or more of the stabilizers 34,through the internal support 42 and out the bottom wall 14 of barrier10. One or more of these through bores 44 receive an anchoring devicesuch as a stake 46, shown in phantom in FIG. 3, which can be driven intothe ground or other surface upon which the barrier device 10 rests tosecure it in an essentially permanent position thereon.

[0029] Enhanced control and redirection of the path of a vehicleimpacting the barrier device 10 of this invention is achieved with theabove-described structure as follows. The increased height of the curbreveal 26 of side wall 20, e.g., nine inches compared to seven inches orless for conventional barriers, is effective to engage and redirect thetires of a vehicle toward the lane in which the vehicle was travelinginstead of in a direction toward the barrier 10 or the opposing lane oftraffic. The curb reveal 26 is strengthened and reinforced by thepresence of the horizontally extending ledge or step 28 and thestabilizers 34.

[0030] In the event the vehicle tires nevertheless extend above the curbreveal 26 upon impact, the intermediate and upper sections 30 and 32 aredesigned to resist further upward movement of the vehicle therealong.While the stabilizers 34 in intermediate section 30 function to addrigidity and stability to the overall barrier 10, the intermediatesection 30 is nevertheless designed to at least partially collapseinwardly or buckle in response to the application of an impact forcethereto. The extent of inward motion of buckling is controlled, at leastto some extent, by the diameter of the fill holes 33 in the top wall 12.When the barrier interior 24 is filled with water, for example, theimpact of a vehicle with a barrier side wall 20 or 22 causes such waterto displace from the area of contact. Some of the water is forcefullydischarged from the interior 24 through the fill holes 33, and theamount of such energy displacement is dependent on the diameter of theholes 33. The greater the diameter, the greater the amount of waterdisplaced, and, hence, the more the barrier side wall 20 or 22 ispermitted to buckle. It has been found that a fill hole 33 diameter ofabout 3-4 inches, noted above, is optimum wherein sufficient buckling ofthe side walls 20, 22 is permitted for the purposes described belowwithout permanent damage to the barrier 10 upon impact with a vehicle.In the presently preferred embodiment, when the intermediate section 30buckles inwardly, a pivot point is created about which the upper section32 can move in a generally downward direction. Consequently, the tireand/or bumper of the vehicle is impacted by the upper section 32 ofbarrier device 10 and urged downwardly, back toward the pavement orground along which the vehicle was traveling. This substantiallyprevents the vehicle from vaulting over the top of the barrier 10 andentering the opposing lane of traffic. Despite such movement of theintermediate and upper sections 30, 32 in response to impact, thematerial from which barrier device 10 is constructed allows suchsections 30, 32 to return to their original shape after deformation.

[0031] Resistance to Barrier Disengagement

[0032] Another general aspect of the construction of the barrier device10 of this invention involves a number of elements designed to resistdisengagement of adjacent barrier devices 10 and 10′ when they arearranged end-to-end to form an essentially continuous wall. Two barrierdevices 10 and 10′ are depicted in FIG. 4, which are identical instructure and function. The same reference numbers are therefore used toidentify like structure, with the addition of a “′” to the numbersassociated with barrier 10′ on the right-hand side of FIG. 4.

[0033] Each end wall 16 of barriers 10 is formed with an internallyextending recess 48 near the bottom wall 14, which receives an outwardlyprotruding extension 52 formed on the end wall 18 of an adjacent barrier10. The upper portion of end wall 16 is formed with a slot 56, and theupper portion of end wall 18 is formed with a slot 58. Each slot 56, 58has an inner, generally cylindrical-shaped portion 59 and a narrower,substantially rectangular-shaped portion 61 at their respective endwalls 16, 18. The slots 56, 58 extend from the top wall 12 downwardly toa point near the juncture of the upper section 32 and intermediatesection 30.

[0034] When two barrier devices 10 and 10′ are oriented end-to-end, withthe end wall 16 of one barrier 10 abutting the end wall 18′ of anadjacent barrier 10′, the slots 56, 58 collectively form abarbell-shaped locking channel 60 shown in FIG. 4 and also depicted inphantom at the bottom of FIG. 2. This locking channel 60 receives acoupler 62 having cylindrical ends 64, 66 and a rectangular centersection 67, which is removably insertable therein and extendssubstantially along the entire length of the locking channel 60. Thecylindrical ends 64, 66 of coupler 62 pivot within the correspondinglyshaped cylindrical portions 59, 59′ of slots 56, 58′, so that onebarrier device 10 can be pivoted with respect to an adjacent barrier 10′to assist with alignment thereof, and to allow the barriers 10, 10′ whenplaced end-to-end to follow curves along a particular highway or otherlocation where they are placed.

[0035] Additionally, a pair of hollow sleeves 68 and 70 are locatedwithin the hollow interior 24 of barrier device 10 and extend betweenthe side walls 20, 22. A portion of both sleeves 68, 70 is located inthe intermediate section 30 of each side wall 20, 22, and extendspartially into the upper sections 32 thereof. The two sleeves 68, 70 arepositioned in the spaces between the three stabilizers 34 formed in theside walls 20, 22, and provide added internal support to the barrier 10so that it retains its shape when filled with a ballast material.

[0036] Each of the sleeves 68 and 70 define a pass-through hole orchannel 72 adapted to receive the tines of a forklift truck to permithandling of the barriers 10. Moreover, a strap 74 (see FIG. 4) can beextended between the channel 72 of sleeve 68 in one barrier 10 and thechannel 72 of sleeve 70′ in an adjacent barrier 10′, and then tighteneddown, to urge such barriers 10, 10′ together and provide additionalresistance to disengagement of adjacent barriers 10, 10′. It is believedthat the combination of: (1) the extension 52-recess 48 connection; (2)the coupler 62 and locking channel 60 engagement; (3) the straps 74;and, (4) the stake(s) 46 or other anchoring device secured within thethrough bores 44 noted above, collectively provides improved resistanceto disengagement between adjacent barriers 10 compared to prior barrierdesigns.

[0037] In the presently preferred embodiment, a drain hole 76 is formedalong each of the end walls 18 and 20 thereof near the bottom wall 14 toallow passage of water and the like from one side of the barrier device10 to the other. Water or other flowable material is introduced into thehollow interior 24 of the barrier device 10 via the fill holes 33 formedin top wall 12. These fill holes 33 can also receive the post of a signor the like (not shown) extendable into the barrier interior 24. Asshown in FIG. 2, a post boot 78 is formed at the bottom wall 14 ofbarrier 10, in alignment with each fill hole 33, to receive and supportthe post of a sign inserted through the fill hole 33. Preferably, thetop wall 12 is formed with an elongated channel 80 leading to each fillhole 33 to allow for the flow of rainwater into the hollow interior 24.The top wall 12 is also formed with an internally extending seat 82which is adapted to mount an internal light fixture (not shown) forilluminating the barrier device 10 from the inside. The details of suchlighting construction form no part of this invention and are thus notdiscussed herein.

[0038] Resistance to Leakage of Ballast

[0039] With reference to FIG. 5, in one preferred embodiment of thisinvention structure is provided to resist leakage of ballast materialfrom the hollow interior 24 of the barrier device 10. Each of the walls12, 14, 16, 18, 20 and 22 is formed with an inner surface 90 locatedwithin the hollow interior 24 and an exterior, outer surface 92. Theseinner surfaces 90 receive a foam layer 94 having a thickness in therange of about 0.5 to 6 inches. The remainder of the hollow interior 24is open and can be filled with ballast material through fill holes 33 inthe manner described above. The foam layer 94 is effective to seal theinner surface 90 of each wall and substantially prevent leakage ofballast material from the hollow interior 24. Additionally, the foamlayer 94 is puncture resistant, particularly as its thickness isincreased, and therefore resists leakage of ballast material even if theplastic walls of the barrier are damaged by fork lifts or otherequipment during transit or assembly of the barriers 10.

[0040] The method of forming the barrier device 10 with the foam layer94 forms no part of this invention, and is therefore not discussed indetail herein. Generally, a rotational molding process is employed inwhich a polyethylene resin and polyethylene foaming pellets are combinedin a mold to form the completed barrier. Each of the walls 12, 14, 16,18, 20 and 22 is therefore formed of a high density polyethylene usingthis molding technique, preferably having a thickness on the order ofabout 0.25 inches. One type of polyethylene resin suitable for formingthe plastic walls of the barrier 10 are commercially available fromExxonMobil Chemical under the trademark “PAXON,” Type Numbers 7004 and7204 rotational molding resins.

[0041] One foam material which can be employed in the rotational moldingprocess noted above to form the foam layer 94 is commercially availablefrom Equistar Chemicals, Inc. of Houston, Tex. under the trademark“PETROTHENE.” A structural foam, semi-rigid foam or flexible PETROTHENEfoam may be employed in the barrier 10 of this invention, whoseproperties and type numbers are as follows: Property Nominal Value UnitsMSTR005 - Structural Foam Density 7 lb/ft³ Compressive Modulus 800 psiShrinkage (w/MSTR003, 4 skin) 0.010-0.015 in/in Thermal Conductivity (k)0.435 BTU in/hr ft² ° F. MSTR008 - Semi-Rigid Foam Density 4 lb/ft³Compressive Modulus 180 psi Shrinkage (w/MSTR003, 4 skin) 0.010-0.015in/in Thermal Conductivity (k) 0.384 BTU in/hr ft² ° F. MSTR007 -Flexible Foam Density 2 lb/ft³ Compressive Modulus 35 psi Shrinkage(w/MSTR003, 4 skin) 0.010-0.015 in/in Thermal Conductivity (k) 0.357 BTUin/hr ft² ° F.

[0042] In most instances it is contemplated that a semi-rigid foam wouldbe employed to form the foam layer 94, such as PETROTHENE Type No.MSTR008, depending on the particular application for which the barrierdevice is intended. If additional structural rigidity is required, adenser foam with increased compressive modulus may be used such asPETROTHENE Type No. MSTR005. Further, the overall thickness of the foamlayer 94 can be controlled in the molding process to increase ordecrease the rigidity of the barrier 10, i.e., the thicker the foamlayer 94 the more rigid the walls 12-22.

[0043] Barrier with Floating Capability

[0044] Referring now to FIGS. 6-8, a further embodiment of thisinvention is shown in which the hollow interior 24 of the barrier 10 iscompletely filled with a foam material 96 instead of the combination ofa foam layer 94 and ballast material as described above in connectionwith a discussion of FIG. 5. As schematically depicted in FIGS. 6-8, thebarrier 10 is initially placed within a form 98 made of wood, metal orother material, and then a pour-in-place foaming material 100 isintroduced into the hollow interior 24 through one or more of the fillholes 33. The foaming material 100 is initially a liquid, but then curesto form a solid foam body 96 as depicted in FIGS. 7 and 8. The form 98prevents the walls of the barrier 10 from buckling or expanding duringthe foam curing process, and any excess foam material is allowed toescape through the fill holes 33. See FIG. 8.

[0045] One presently preferred foaming material 100 is a two-componentpolyether-based, low density pour-in-place urethane foam commerciallyavailable from North Carolina Foam Industries of Mount Airy, N.C. underthe name “NCFI Low Density Pour System 31-120.” The resin properties andreaction properties of this material are as follows: TYPICAL RESINPROPERTIES: 31-120R 31-120A Viscosity @ 72° F. 500 cps 200 cps WeightPer Gallon 9.5 lbs. 10.2 lbs. Appearance amber liquid brown liquid ShelfLife 6 months 6 months

[0046] MIX RATIO: 31-120R 31-120A Ratio By Weight 100 parts 107 partsRatio By Volume 100 parts 100 parts

[0047] TYPICAL REACTION PROPERTIES: Hand Mix @ 72° F. Cream Time,seconds 32 Gel Time, seconds 140 Rise Time, seconds 210 Density (FRC)1.9 pcf

[0048] As noted above and shown in FIG. 4, adjacent barriers 10 can beconnected end-to-end to form a barrier wall. With the barriers filledwith foaming material 100 to form a solid body of foam material 96within the hollow interior 24, the individual barriers 10 andcollectively formed barrier wall readily floats in water. Although theembodiment of the barrier 10 shown in FIG. 5 will also float, it iscontemplated that that the provision of a continuous foam body 96 withinthe barrier interior 24 will result in a more durable structure withbetter integrity in the event of impact with a vessel or other object. Abarrier wall formed with individual barriers 10 of the type shown inFIGS. 6-8 can be utilized in a variety of marine applications toencircle vessels and other objects in the water, as well as to preventaccess to given areas within a port or docking area as desired.

[0049] While the invention has been described with reference to apreferred embodiment, it should be understood by those skilled in theart that various changes may be made and equivalents substituted forelements thereof without departing from the scope of the invention. Inaddition, many modifications may be made to adapt a particular situationor material to the teachings of the invention without departing from theessential scope thereof. Therefore, it is intended that the inventionnot be limited to the particular embodiment disclosed as the best modecontemplated for carrying out this invention, but that the inventionwill include all embodiments falling within the scope of the appendedclaims.

I claim:
 1. A barrier device, comprising: a top wall, a bottom wall,opposed side walls and opposed end walls interconnected to form a hollowinterior adapted to be at least partially filled with a ballastmaterial, each of said walls having an inner surface located within saidhollow interior and an outer surface; a foam material connected to saidinner surface of at least said bottom wall, said opposed side walls, andsaid opposed end walls, said foam material being effective to resistleakage of ballast material from said hollow interior.
 2. The barrierdevice of claim 2 in which said foam material is connected to said innersurface of said top wall.
 3. The barrier device of claim 1 in which eachof said walls is formed of a linear low density polyethylene material.4. The barrier device of claim 3 in which each of said walls has athickness measured between said inner and outer surfaces, said thicknessof said walls being about 0.25 inches.
 5. The barrier device of claim 1in which said foam material is a polyethylene foam having a thickness inthe range of about ½ to 6 inches.
 6. The barrier device of claim 5 inwhich said polyethylene foam has the following properties: Density: 7lb/ft³ Compression modulus: 800 psi Shrinkage: 0.010-0.015 in/in Thermalconductivity: 0.435 BTU in/hr ft² ° F.


7. The barrier device of claim 5 in which said polyethylene foam has thefollowing properties: Density: 4 lb/ft³ Compression modulus: 180 psiShrinkage: 0.010-0.015 in/in Thermal conductivity: 0.384 BTU in/hr ft² °F.


8. The barrier device of claim 5 in which said polyethylene foam has thefollowing properties: Density: 2 lb/ft³ Compression modulus: 35 psiShrinkage: 0.010-0.015 in/in Thermal conductivity: 0.357 BTU in/hr ft² °F.


9. An apparatus comprising: a number of individual barrier devices, eachof said barrier devices including: (i) a top wall, a bottom wall,opposed side walls and opposed end walls interconnected to collectivelyform a hollow interior; (ii) a foam material at least partially fillingsaid hollow interior of each of said barrier devices; a coupling devicewhich connects barrier devices together end-to-end, said interconnectedbarrier devices substantially filled with said foam material forming abarrier wall which is capable of floating in water.
 10. The apparatus ofclaim 9 in which said foam material is two-component polyether-based,low density pour-in-place urethane foam.
 11. The apparatus of claim 9 inwhich said foam material substantially fills said hollow interior ofeach of said barrier devices.